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F. W. BSCH.

STEAM ENGINE. APPLICATION FILED Aue.23. |916. KENEWED APR. 29. 1919.

ce ruimen# ryw. BUSCH.

STEAM ENGINE. APPLICATION FILED AUG.23. 19H1'. RENEWED APR. 29,19l9.

f Patented Dec. 27, 1921,

EET 2.

abba-nw F. W. BUSCH.

STEAM ENGINE.

APPLICATIQN min AuG.23. 1916. RENEWEQ APN. 29. |919.

1,401,867. Patented Deu. 27, 1921.

zig. I'.

adorna UN'lTED STATES Perser orricr..

NEW JERSEY, .ASSIGNOR T0 WORTBJ'NGTON PUMP NEW YORK, N. Y., A. CORPGRATION 0F 'VIR- STEAM-ENGR? E.

Application filed August 23, 1916, Serial No. 116

To all `whom rit/mm concern:

Be it known that FREDERICK W. Bsen, a citizen of the YUnited States, residing at Camden, in the county of Camden und State of New Jersey, have invented certain new and usefulv Improvements in Steam-Engines, of which the ollowing is a speciiication.

My invention relates to improvements in steam engines of the construction generally designated asthe uniHoW type, and in which the live steam enters the cylinder at the ends thereof and the expanded steam is first e.:- huusted through ports ster near the end o' the stroke,'. distant from the admission ports, said ports bein uncovered by the piston within the cylinder :it or near the end of its working stroke and said exhausted steam finally conveyed by exhaust diverting rali-e or valves either directly to the atmosphere or condenser, or to a heating system er other` lower pressure steam using expedlcnts and condenser.

The objects of my invention are:

First, to construct en engine of the nni iiow ty e capable of eil'ecting all the functions agevo recited und also in which ali the advantarres of said type oi engine are fully carried1 out without necessimtingz the use of abnormally longr cylinder and piston and long,r ports or connecting passageways to thc final exhaust.

Second, to construct an cngzine of the unilou' type, performing all the functions above indicated, inwhich the clearance und baci: pressure are reduced lto a minimum und at the saine time prevent the compression from exceeding the initial live steam pressure, thereby insuring the highest eiiiciency and economy at all speeds of the engine under all conditions.

Third, to construct an engine of the unilow type in which the cylinder is provided with suchen arrinwement et admission and combined main andb'auxliary exhaust ports controlled by the piston and by suitable vulve mechanism. und final exhaust diverting valve mechanism, that the exlinust from a uniilou engine may be 'divided into volumes :it diiiei'ent pressures and the steam conducted to ditlerent final deliveries as dcsrcd for utilisation of the exhaust steam in other subsidiary apparatus such as u heuting plant, or for exhaust to the atmosphere Speoieation of Letters Patent. Patented Dec. 27, 1921.

,440.. Renewed April 29, 1819. Serial No. 298,578.

or condenser, or both, while at the seme time avoiding the use of a long cylinder and piston, reducing the compression to the minimum desired while at the same time taking oif the final exhaust at such point` as not to affect the temperature of the live steam, and securing a high engine eiiiciency.

Fourth, to construct an engine of the unifiow type capable of effecting all the functions above indicated, in which the cylinder with its coperatiirip,r lire steam and exhaust steam ports and main and auxiliary exhaust valves are erranned to occupy a minimum of space, and ca able of being cheaply manufactured, casi y assembled, inspected or repaired, while et the same time said ports and valves are so arranged, that the lower temperature of the expanded steam passing through said exhaust ports, will not he in proximit to, and affect the high ifcmperi ture 0i tie lire steam passing through the admission ports and into the cylinder.

Fifth, to construct en eng-lne of thc uniflcw type so es to greatly reduce the size and capacity oi the condenser for such type of engines, which, whenever running condensing also utilizes the exhaust steam in some heating system, or whatever the exhaust steam using expedient may he.

Other advantages and objects of the invention will appear from the detailed description ot' the construction and mode of nperationoi the invention to be presently disclosed.

My invention consists of structural characteristics and relative arran ement of elements which will be hereinafter' more particularly pointed 4out in the appended claims.

In the accompanying three sheets of' drawings similar reference characters indicate the same parts in the several figures in whicliz- Figure 1.v is n. longitudinal sectional vieu of the engine teken online I-I of Fig. 2;

Fig. 2 is a transverse section on line I-I-II of lig. 1

F g. 3 is an indicator diagram representing in full lines the pressure within the cylinder when the engine is runninr non-condensing and the exhaust diverting valve is cut out;

Fig. is an indicator diagram representing the pressures within the cylinder when the engine is running non-condensing and a portion of the exhaust steam is utilized for heating or other subsidiary purposes;

Fi 5 is an indicator diagram represents ing t e pressures within the cylinder when the engine is running eenden r und a por tion of the exhaust is diverted for use in heating or other purposes;

Figs. 6 to 13 inclusive, ere da animatie views showing the diierentpcsitions o1' the piston, single main exhaust valve with respect to the cylinder exhaust ports, und the exhaust diverting velve with respect to the main exhaust valve and iinelexhaust ports, throughout one entire cycle o1- operation ot' the engine;

Fig. 14 is u rugrncntury und sectional view of the [incl exhaust pussugewuys and exhaust diverting valve, when the engine is running either lull condensing or non-c0ndensinv und said vulve has been made inoperu'tive'.

F ig. i5` is a longitudinal Sectional view of the engine pertly in side elevation showing the gear for prepari operating the main exhaust end exhaust c 'verting valve.

' Referring to Figs. 1 and 2, 10 indicates a steam engine cylinder having the usual live steam admission ports 1 1 at the end of the cylinder controlled by admission or inlet vulves 12, operated byv any convenient form oi valve gear, not shown. Puppet valves 12 ere shown for controllin the admission of the live steam to the cy inder, but any other form oi' live steam distribution vulves muy be employed, without aifectin the novel features of my invention and contemplate using other forms of'said vulves, if so desired. It will also be understood that while I have shown vulves 12, in connection with heads 13 and cylinder 10, provided with steam jackets to construct e steam-jaclrsted or heated unifiow cylinder which is completely insulated, ns illustrated, :my other form of heads und cylinders can be readily substituted therefor, or the vulves muy he within the cylinder castingr without in any my modifying the construction und mode of operation of the essentiel features of my invention to be nresently described.

Cylinder 10 is provided with the usual form ci short piston 14, connected with e. rod 15. cross-heed 15, connecting rod 15, crunk 15C to u sheft 15, as shown in Fig. 15. or seid piston rod 1 5 may be properly attached to :my other form of transmission mcchunism, dcnending on the form of suitable transmission gear necessary to ciect the motion desired to he transformed from the rrcinrocetions of the piston to the valves.

Preferably at the lower side und middle sentier of the cylinder 10 is provided a central or euxilierv exhaust port 16. and on euch side of said central or auxiliary exhaust port and between the ends of the cylinder is properly arranged a mein or end exhaust port 17 or 18, all of said three exhaust ports 16, 17 and 18 are separated and independent of each other and lead to and communicate with a common exhaust chamber 19, and each of saidexhaust ports 16, 17 und 18 instead of bei one continuous opening where it enters t e cylinder, is

rcerably formed of a series of openingsy providing a. plurality of bridge sections 10', as shown, m order to have a proper bearing for that lower portion of the piston over the exhaust valve and also prevent the packing rings of the lpiston s prmgin out, und uneven weer of t e piston avoi ed by the staggered relations of the bridge sections 10' and cylinder openings of the ports 16, 17 und 18. Between the cylinder ends of the three exhaustports 16, 17 and 18, and the common exhaust chamber 19, is interposed un enlarged chamber 20, preferably circular in cross-section, :is shown, in which is provided an oscillating and mainV exhaust controlling valve 21, having cored therein ports 22, 23, 24 and 25, communicating with euch other, and port 22 adapted to register with the central exhaust port 16, port 23 registers with exhaust port 17, port 24 with exhaust port 18, and port 25 constantly in communication with ports 22, 23 und 24 of the main exhaust controlling vulve 21 and the common exhaust chamber 19. Seid exhaust vulve 21 is preferably of the Corliss or rotary type, but any other form of single valve may be employed whether rotary, reciprocatory or oscillatory, es shown. A stem or rod 26 is attached to the exhaust valve Awhich may be connected to any moving part of the engine to be properly oscillated, rotated or reciprocated, as shown for example in Fig. 15, by means ot the crunk arm 26` link 26", rocker arm 26, eccentric rod 26, and eccentric 26 rotated by crank shaft 15d in order that the proper ports of the exhaust valve 21 are correctly timed with respect to Vthe cylinder exhaust ports 16, 17 and 18 and position of piston 15.

Leading from the sides of the common exhaust chamber 19 are-outlets 27 and 28 controlled, respectively, by valves 29 und 30. Said outlet 27 communicating with a condenser, or any other auxiliary apparatus utilizing low pressure exhaust steam, as for example a feed water heater or steam heating plant, und the outlet 28 communicating preferably with the atmosphere for pur poses to be presently described.

Communicating with the lower section of the common exhaust chamber 19, end below the valve controlled outlets 27 and 28, are two outer and e central final exhaust ports or passugeweys 3l.. 32 and 33. said central port 31 communicating preferably with e steam heating system or other low pressure steam using accessory of the plant et which the engine is-instnlled, end the two outer ports or passngewnys 32 and 33 leading to end connected with a condenser or to the atmosphere. i

Supported in o seat formed in und at the lower end of the common exhaust chamber 19 is an oscillating exhaust diverting valve 34 having n single port 35 adn ted to register during the oscillation of t e vulve 34, depending on its position, with either of the ports or passagewoys 31, 32 or 33, where by seid ports or pussageweys 31, 32 or 33 ere connected with the common exhaust chamber 19, und either the condenser or atmosphere or steam heating system for urposes to be hereinafter described. boid valve 34, while shown of un oscillating type, may be of any other form, Whether rotary or reciprocating, and is provided with a stem or rod 36, connected to any moving port of the engine vulve gear to be properly oscilluterl, rotated or reciprocnted, as shown for example in Fig. 15, by means of the erm 36, link 36, rocker erm 36, eccentric rod B6 und eccentric 36 rotated by crank shaft 16" in order that its port 35 is correctly timed with respect to the ports leading to the pnssagewys 31, 32 and 33, and the position of the orts 22, 23, 24 and 25, of the valve 21, w en in communication with the exhaust ports 16, 17 and'18 and exhaust chember 19. Said rod 86'is detnchuhly connected with the valve gear, ns shown for example in Fig. 15. by disconnecting or unhooking the link 36" from thc valve arm 36, n common expedient and readily understood. so that the valve 34 may be made inoperative und turned in such e position os shown .in Fig. 14. to out oi communication ot all times between the exhnust chamber 19 undports or possegewnys 31, 32 and 33, for purposes to he hereinafter explained.

The different operations of the invention throughout all its phases of movements. showing; thc relations of the piston 151 with the cvlinder exhaust ports 16. 17 und 1S. und the main exhaust vulve ports 22` 23, 2;- und 2 to said ports 16. 17 und 18, und the port 35 of auxiliary vulve divertingthe exhaust into either of pussugzewuys 31. :32 or when the vulves 29 und 80 nrc in their closed position. nud the outlets 2'2" und 2R lending;f from the exhaust chamber .9 ure cut off. nre ullfr shown und will hc clearly understood followingthe motions of the piston and path oi' the exhaust steun; indicated by the arrows in Fins. 6 to 13.

liigr` 6 shows the piston 14 npproochinf: the end of stroke to the left nud luwilur begun to uncover the cylinder exhaust port 18. with the exhaust. vulve 21 in such u position to permit the first of the expended steam to exhaust through vulve ports 24 and 25, into the common exhaust chamber 19, und thence through the port 35 of ex hsust diverting vulve 34. und heginninw to pass into the port or passageway 31 len( ing to the stoom heating system or other lou` 70 pressure steam utilizing accessories.

.ln Fig. T, the piston lei is ut the end ot' stroke to the left, undubout to receive live stoom :nul begin stroke to thc richt when cylinder exhaust port 1S is completely un- 7 covered, und thc cxgumdcd steam continues to pass out port lin, through vulve ports 2d und 2:1 into exhaust chamber 19, und thence through ports :i5 und 31 into strom heating system or wherever the steam using n expedient muy he.

In Fig. B, the piston 14 hus closed thel cylinder exhaust port 1S and the exhaust vulve 21 has assumed the position to permit thc expended stoom :it reduced pressure and tempore-turc to exhaust throu h cylinder port l5 und vulve ports 22 um 25 into the exhaust chun'lber 19, und the exhnust diverting vulve 34 hes ursumed such o position, so tlmt its port 35 is in communicetion with the port 33 whereby the remain' iup; vapor or expanded steam of reduced volume, temperature und pressure is conveyed to the condenser or atmosphere as the onse mn he.

Iu Fig. 9, the liiston le hus uncovered the port '1S nud uncut to close port 16 to the exhaust, und the exhaust vulve 21 has assumed auch u position to permit the cxpunded steam ot' reduced pressure to pass 10" through the cylinder cxhcust ports 16 and l? through voire ports 22. 23 und 25 into thc exhaust chamber 19 und thence through exhaust diverting vulve port 35 und port 33 to the coxnlozucr or atmosphere.

Tn Figi. 10, thc pistou 14 hns uncovered ports 18, '.l'i und about to uncover port l? oud thc rulvel has closcd ports 1S une] 16, und thc cxizundcd stoom of thc follow ing or opposite pon-er stroke begins passing l lu through cylinder port 7, vulve ports 23,

2-11 und 25 into exhaust chamber i9, und iinJ nxhuust diverting vulve lvport 35 hun csumcil the position to begin opening the port 31 lending to the hosting system or thc l'! like. The rcnniiuinf: expended sti-:um or low pressure inpantrnppcd between thc pistou und cylinder houd when the former is overtroicling und closing' ports il? is properly 120 compressori to insure smooth running' oi' the curr-mv.

in Figs. il. le und 155. llic operations uLovc iudicutod ure the sume :is described with i".i'rr;\nc:.\ to Figs. i', S und 9, respcc- 125- tively. uni-cpt that the piston Ll, exhaust rulrc 2i :nul exhaust diverting vulve 34: ure moving in the opposite direction, und t-hc pox-t I? is Hu- :ufiiu or cud cxhuust port instcmcl 'pm-t 3.5, us shown iu Fig. 7, und the 130 the engine is exhausting into the atmosphcre The shaded area between the lines /i and l' represents the gain when the engine is running on a heating system or other steam or heat utilizing accessories and condensing simultaneously' over that when it is exhausting into the atmosphere without additional supply of steam.

In all the uses lo which the )resent inventicn is applied and herein disclosed, whether the exhaust is diverted to the atmosphere, heating plant, condenser. or different combinations oi' such diversions, if running on a short cut oil', the influence oi the additional clearance volume is ractically negligible, for the reason` that wli sion of the live steam the iston 14 uncovers ports 1G and liti as shown 1n Figs. 9, l0, and i3, that before this additional volume of the ports i6 and IS is in communication with the cylinder volume, the live steam pressure and temperature of the steam have decreased to such an extent, that the detriment to the expansivepowers of the live steam may be disregarded compared with the important benefits obtained as herein pointed out. the engine is run on a long cut-off', that is thirty per cent. or more, the additional clearance volume will be filled with live steam and its hurtful influence is entirely eliminated an'd these additional clearance spaces do not affect the compression as the clearances employed at the ends oi' the cylinder are no more than that employed in any other hifrh grade counteriow steam engine.

4rom the foregoing disclosure as to the construction, mode of operation and advanta es of my invention, it will be readily seen t at l have evolved not only a new type of uni fiow enginebut a most eflicient arrangement and combination of elements for operating a uniflow engine, and separate or subdivide the exhaust steam from said engine` so that I am capable of supplying a heating plant or (other accessory apparatus of the plant with said divided exhaust steam without extra supply off steam. and operate the same with the highest econorn", and Without in any way affecting the highly efficient operation of the engine under all worliiiu.r conditions, and while l have described and shown my preferred form ot iniention, 1 am not limited to this specific rorm, as many changes lind modifications will readily suggest themselves to any one skilled in thi. arl:` as, for example` any well known and common form of valve mechanism for controlling the ex luiust and di vcrting ports may .bc substituted for the vulves shown in the drawings and within the scope of the claims` nithout departing from the yspirii4 ot' my invention.

l do not claim in this application, the disclosed construction of unfiow engine per se, that is the arrangement of a uniflow engine provided with three cylinder exhaust ports en during the expan-4 as this engine is the subject-matter of a separate application tiled by me April 22, 1916, and Serial No. 92,891.

lVhat I claim is:

1. A steam engine of the uniflow type comprising a cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam ports and to the opposite sides of the piston, the combination of two distinct and independent combined main and. final exhaust ports at different and separated sections alongr the length of the cylinder, an intermediate exhaust port located between the two combined main and final exhaust ports and substantially at the center of the cylinder, a single valve controlling said three exhaust ports, three distinct and independent cylinder-exhaust-divertin ports and a single-slot-ported exhaust-civerting-valve cooperating witb the single valve controlling the three separated and independent cylinder exhaust ports and controlling the diversion of the exbauststeam of a uniflow cylindex' into said three distinct and independent cylinder-eximaust-diverting-ports at different pressures, whereb the main exhaust charge expelled from t e cylinder at the end of the power stroke through the distinct and independent combined main and final exhaust port when acting as main exhaust port is diverted into one of' said independent cylinder-exhaust-diverting-ports and the remaining exhaust steam expelled from the cylinder' at a lower pressure on the return or exhaust stroke successively through the intermediate exhaust port and through the independent main and final exhaust portl when acting as final exhaust port into another of said independent cylinder-exhaustdiverting-ports. 1

2, A steam engine of the uniflow type comprising a cylin( enl a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam ports'and to the opposite sides of the piston, the combination oftwo distinct and independent combined main and final exhaust ports at different and separated sections along the length ofthe cylinder, an intermediate exhaust port located between the two combined mam and final exhaust ports and substantially at the center of the cylinder, a single four-ported valve controllin said three exhaust ports, three distinct an independent cylinder-exhaust-dive-rting ports and u single-slot-ported exhaust-divertingvalve coperating with the single fourortcd valve controlling the three separate and independent cylinder exhaust ports and controlling the diversion of the exhaust steam oi a uniflow cylinder into said three distinct and independent cylinder-exhaust-divertingpassed said ort, and eans for delivering said final ex aust sepa ately from the pr1- mary and central exhausts.

18. A steam engine of the uniflow type comprising a. erylinderrhaving a central exhaust port anda combined main and auxiliary 'exhaust port between said central port -and each end oflthe 'Yynder arranged to be covered and uncover y the piston, in combination' with valve mechanism controlling each oLsaid ports and actin to secure the primary exhaust of the cyln er through one of said combined main and auxiliary exhaust ports when the piston has passed said port and to open the central port and other combined. main and auxiliary exhaust port on the return stroke of the piston for further exhaust, a single passage receiving said primary and further exhausts, and diverting valve mechanism for delivering said exhaust steam from said passage inseparate volumes at different pressures.

In testimony whereof I herein)r aix my signature.

FREDERICK W. BSCH. 

